Motor cooling system utilizing axial cooling channels

ABSTRACT

A method of cooling an electric motor is provided utilizing axial cooling channels that are integral to the stator teeth, thus allowing direct contact between the circulating coolant and the lamination stack and providing an efficient means of removing motor assembly heat. Additionally, as the coolant flows out of the cooling channels it impinges on the end windings, thereby providing a secondary means of cooling the motor assembly.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of U.S. patent applicationSer. No. 15/238,807, filed 17 Aug. 2016, the disclosure of which isincorporated herein by reference for any and all purposes.

FIELD OF THE INVENTION

The present invention relates generally to the electric motor assemblyof an electric vehicle and, more particularly, to an efficient motorcooling system that can be used to cool the critical elements of a motorassembly.

BACKGROUND OF THE INVENTION

In response to the demands of consumers who are driven both byever-escalating fuel prices and the dire consequences of global warming,the automobile industry is slowly starting to embrace the need forultra-low emission, high efficiency cars. While some within the industryare attempting to achieve these goals by engineering more efficientinternal combustion engines, others are incorporating hybrid orall-electric drive trains into their vehicle line-ups. To meet consumerexpectations, however, the automobile industry must not only achieve agreener drive train, but must do so while maintaining reasonable levelsof performance, range, reliability, safety and cost.

The most common approach to achieving a low emission, high efficiencycar is through the use of a hybrid drive train in which an internalcombustion engine (ICE) is combined with one or more electric motors.While hybrid vehicles provide improved gas mileage and lower vehicleemissions than a conventional ICE-based vehicle, due to their inclusionof an internal combustion engine they still emit harmful pollution,albeit at a reduced level compared to a conventional vehicle.Additionally, due to the inclusion of both an internal combustion engineand an electric motor(s) with its accompanying battery pack, the drivetrain of a hybrid vehicle is typically more complex than that of eithera conventional ICE-based vehicle or an all-electric vehicle, resultingin increased cost and weight. Accordingly, several vehicle manufacturersare designing vehicles that only utilize an electric motor, or multipleelectric motors, thereby eliminating one source of pollution whilesignificantly reducing drive train complexity.

In order to achieve the desired levels of performance and reliability inan electric vehicle, it is critical that the temperature of the tractionmotor remains within its specified operating range regardless of ambientconditions or how hard the vehicle is being driven. A variety ofapproaches have been used to try and adequately cool the motor in anelectric car. For example, U.S. Pat. No. 6,954,010 discloses a devicesuch as a motor, transformer or inductor that utilizes a stack oflaminations, where a plurality of at least partially coincidentapertures pass through the stack of laminations and define a pluralityof coolant passageways. Manifold members located at opposite ends of thelamination stack are used to couple the coolant passageways to asuitable coolant pump and heat sink. A variety of aperture designs aredisclosed, including both same-sized apertures that form straightpassageways, and apertures that vary in size, shape and/or position toform non-axial passageways.

U.S. Pat. No. 7,633,194 discloses a system for cooling the statorlamination stack of an electric motor. The outer periphery of each ofthe laminations is defined by an array of outwardly projecting pins. Acooling jacket surrounds the stack. The outwardly projecting pinscooperate with the jacket to form a cooling space through which coolantflows.

U.S. Pat. No. 7,009,317 discloses a motor cooling system that utilizes acooling jacket. The inner surface of the cooling jacket, which may forman interference fit with the stator, includes a series of grooves. Thegrooves along with the outer surface of the stator form a cooling ductthrough which coolant is pumped.

While there are a variety of techniques that may be used to cool anelectric vehicle's motor, these techniques typically only providelimited heat withdrawal. Accordingly, what is needed is an effectivecooling system that may be used with the high power density, compactelectric motors that are commonly used in high performance electricvehicles. The present invention provides such a cooling system.

SUMMARY OF THE INVENTION

The present invention provides a method of cooling an electric motorwhere the stator of the electric motor is divided into a first statorportion and a second stator portion, where a coolant manifold assemblyis integrated into the stator between the first and second statorportions, and where the coolant manifold assembly is divided into afirst coolant manifold and a second coolant manifold. The methodincludes the step of circulating a coolant, for example at a mass flowrate of between 10 and 20 liters per minute, through the coolantmanifold assembly via a plurality of manifold ports, where a firstportion of the coolant flows in a serpentine pattern between a firstplurality of apertures corresponding to the first coolant manifold and asecond plurality of apertures corresponding to the second coolantmanifold, where a second portion of the coolant flows through a firstplurality of coolant passageways corresponding to the first coolantmanifold and fluidly coupled to the first plurality of apertures andthrough a second plurality of coolant passageways corresponding to thesecond coolant manifold and fluidly coupled to the second plurality ofapertures, where the second portion of the coolant flows through thefirst and second pluralities of coolant passageways and through aplurality of axial cooling channels integrated into a plurality ofstator teeth, and where the axis corresponding to each of the axialcooling channels is parallel with a cylindrical axis corresponding tothe stator. The axial cooling channels may be formed during statorfabrication such that each axial cooling channel has arectangularly-shaped cross-section, and more preferably arectangularly-shaped cross-section with rounded corners.

In one aspect, the method may further include (i) fabricating the firstcoolant manifold in accordance with a preselected manifoldconfiguration; (ii) fabricating the second coolant manifold inaccordance with the preselected manifold configuration; and (iii)assembling the first and second coolant manifolds to form the coolantmanifold assembly, the assembling step further comprising (a) reversingthe second coolant manifold relative to the first coolant manifold, and(b) aligning the first plurality of coolant passageways with the secondplurality of coolant passageways, whereby the first plurality ofapertures are offset from the second plurality of apertures due to thealigning step.

In another aspect, the method may further include the coolant manifoldfabrication steps of stamping the first and second coolant manifolds,with the manifolds preferably stamped from steel, and more preferablystamped from steel coated with a layer of an electrically insulatingmaterial. Preferably during the stamping process the first plurality ofapertures and the first plurality of coolant passageways are formed inthe first coolant manifold, and the second plurality of apertures andthe second plurality of coolant passageways are formed in the secondcoolant manifold.

In another aspect, the method may further include welding the firststator portion, the second stator portion, and the coolant manifoldassembly together to form a single stator assembly.

In another aspect, the circulating step may include the steps of (i)flowing a first amount of the second portion of coolant through a firstend portion of each of the plurality of axial cooling channels anddirectly over a first plurality of end windings; and (ii) flowing asecond amount of the second portion of coolant through a second endportion of each of the plurality of axial cooling channels and directlyover a second plurality of end windings.

In another aspect, the circulating step may include the step ofcirculating the coolant through a heat exchanger.

In another aspect, the method may further comprise forming the pluralityof axial cooling channels within the plurality of stator teeth duringstator fabrication such that a first radial distance measured from thecylindrical axis to an outermost edge of each of the plurality of axialcooling channels is less than a second radial distance measured from thecylindrical axis to an outermost edge of each of the plurality of statorslots. Preferably the plurality of axial cooling channels is formed suchthat the first radial distance is less than half of the second radialdistance.

In another aspect, the method may further comprise forming a secondplurality of axial cooling channels within a yoke of the stator duringstator fabrication, where during the circulating step a first amount ofthe second portion of the coolant flows through the plurality of axialcooling channels and a second amount of the second portion of thecoolant flows through the second plurality of axial cooling channels.When the second plurality of axial cooling channels is formed, a portionof each of the second plurality of axial cooling channels may extend outof the yoke and into a corresponding stator tooth.

In another aspect, the method may further comprise forming the pluralityof axial cooling channels within the plurality of stator teeth duringstator fabrication such that a single axial cooling channel isintegrated into each stator tooth. Alternately, the plurality of axialcooling channels may be formed such that a pair of axial coolingchannels is integrated into each stator tooth, where a first axialcooling channel of the pair of axial cooling channels is integratedcompletely within a corresponding stator tooth and a second axialcooling channel of the pair of axial cooling channels is partially, orcompletely, integrated within a yoke of the stator.

A further understanding of the nature and advantages of the presentinvention may be realized by reference to the remaining portions of thespecification and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

It should be understood that the accompanying figures are only meant toillustrate, not limit, the scope of the invention and should not beconsidered to be to scale. Additionally, the same reference label ondifferent figures should be understood to refer to the same component ora component of similar functionality.

FIG. 1 illustrates a portion of a stator lamination, this view showingthe position of the axial cooling channels of the invention within thestator;

FIG. 2 illustrates a portion of a stator lamination, this view showingcircularly-shaped cooling channels positioned in the yoke of the stator;

FIG. 3 illustrates a portion of a stator lamination, this view showingelliptically-shaped axial cooling channels;

FIG. 4 illustrates a portion of a stator lamination, this view showingrectangularly-shaped axial cooling channels;

FIG. 5 illustrates a portion of a stator lamination, this view showingtriangularly-shaped axial cooling channels;

FIG. 6 illustrates a portion of a stator lamination, this view showingrectangularly-shaped axial cooling channels with rounded corners;

FIG. 7 illustrates a portion of a stator lamination, this view showingtriangularly-shaped axial cooling channels with rounded corners;

FIG. 8 graphically compares the Reynolds number versus flow rate for twotypes of axial cooling channels;

FIG. 9 provides a graphical comparison of the average heat transfercoefficient for circularly-shaped cooling channels positioned in theyoke of the stator and elliptically-shaped cooling channels positionedin the teeth of the stator;

FIG. 10 provides a graphical comparison of the average Nusselt numberfor circularly-shaped cooling channels positioned in the yoke of thestator and elliptically-shaped cooling channels positioned in the teethof the stator;

FIG. 11 provides a graphical comparison of the average pressure dropacross a single channel for circularly-shaped cooling channelspositioned in the yoke of the stator and elliptically-shaped coolingchannels positioned in the teeth of the stator;

FIG. 12 provides a simplified cross-sectional view of an electric motorutilizing a cooling system as described herein;

FIG. 13 provides a perspective view of a portion of a lamination stackcomprising a stator such as that shown in FIG. 12;

FIG. 14 provides a simplified cross-sectional view of the manifoldassembly, this view illustrating distribution of the coolant about themanifold;

FIG. 15 provides a simplified cross-sectional view of an alternateconfiguration for distributing the coolant about the manifold;

FIG. 16 provides a perspective view of a portion of a preferredembodiment of a coolant distribution manifold;

FIG. 17 provides a perspective view of a portion of an alternatepreferred embodiment of a coolant distribution manifold;

FIG. 18 provides a perspective, exploded view of a stator assembly inaccordance with a preferred embodiment of the invention;

FIG. 19 provides a perspective view of the stator assembly shown in FIG.18 after assembly;

FIG. 20 provides an enlarged, perspective view of portions of thecooling manifolds shown in FIG. 18;

FIG. 21 provides an end view of one of the cooling manifolds shown inFIGS. 18 and 20;

FIG. 22 provides a perspective view of the manifold assembly shown inFIGS. 18, 20 and 21 with the individual cooling manifolds aligned andproperly positioned relative to one another prior to final assembly;

FIG. 23 provides an enlarged, perspective view of the manifold assemblyshown in FIG. 22; and

FIG. 24 provides a simplified cross-sectional view of a portion of thecoolant manifold assembly shown in FIGS. 18-23; and

FIG. 25 provides an enlarged, perspective view of a portion of thestator along with the axial cooling channels shown in FIGS. 18-23.

DESCRIPTION OF THE SPECIFIC EMBODIMENTS

As used herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. The terms “comprises”, “comprising”, “includes”, and/or“including”, as used herein, specify the presence of stated features,integers, steps, operations, elements, and/or components, but do notpreclude the presence or addition of one or more other features,integers, steps, operations, elements, components, and/or groupsthereof. As used herein, the term “and/or” and the symbol “/” are meantto include any and all combinations of one or more of the associatedlisted items. Additionally, while the terms first, second, etc. may beused herein to describe various steps or calculations, these steps orcalculations should not be limited by these terms, rather these termsare only used to distinguish one step or calculation from another. Forexample, a first calculation could be termed a second calculation,similarly, a first step could be termed a second step, similarly, afirst component could be termed a second component, all withoutdeparting from the scope of this disclosure.

The motor and cooling systems described and illustrated herein aregenerally designed for use in a vehicle using an electric motor, e.g.,an electric vehicle (EV), and may be used with a single speedtransmission, a dual-speed transmission, or a multi-speed transmission.In the following text, the terms “electric vehicle” and “EV” may be usedinterchangeably and may refer to an all-electric vehicle, a plug-inhybrid vehicle, also referred to as a PHEV, or a hybrid vehicle, alsoreferred to as a HEV, where a hybrid vehicle utilizes multiple sourcesof propulsion including an electric drive system.

Electric motors typically generate heat both in the laminations due toiron core losses and in bulky conductors due to eddy currents. Themajority of the losses, however, are generated in the stator windingsdue to resistive copper losses. One common approach to removing heatfrom the stator is through the use of a coolant jacket, for example awater jacket, which is positioned around the stator laminations.Unfortunately this approach permits hot spots to develop as it does noteffectively cool the stator end-windings since the jacket is not placedin close enough proximity to the main source of heat, i.e., the statorwindings.

One technique that has been proven effective in mitigating the issue ofheat generation in the end-parts of the motor is to splash coolant,e.g., oil, on the stator end-windings and rotor end-rings. By combiningthis technique with a coolant jacket such as that described above,significant temperature drops can be achieved in an operating electricmotor. Unfortunately even this combination of cooling systems will stillallow hot spots to develop in the middle of the axial direction of themotor where neither the coolant jacket nor the coolant splashed on themotor end-parts are close enough to effectively remove heat from theseregions. Additionally, by combining two separate cooling subsystems,e.g., an outer water jacket and an oil system that includes a pump,overall system complexity is dramatically increased, leading toincreased manufacturing cost and reduced reliability.

In order to overcome the limitations of the prior heat extractionapproaches, the present invention utilizes thin, long, axial coolingchannels 101 which, as shown in the exemplary embodiment of FIG. 1, arelocated in the stator teeth 103, in between and near slots 105. Sincethe main heat source in the stator is the winding, locating coolingchannels 101 in the teeth provides a very efficient means for removingheat from the motor assembly. For example, in one case study theinventors compared the motor cooling capabilities of three differentheat extraction systems: (i) axial cooling channels in accordance withthe invention (see, for example, FIG. 1), with a cumulative coolant oilmass flow rate through the axial cooling channels in the range of 10-20liters per minute (LPM), and where a single cooling channel is locatedwithin each stator tooth and the motor does not include a water coolingjacket; (ii) circularly-shaped cooling channels 201 located within thestator yoke 203 (see FIG. 2), with a cumulative coolant oil mass flowrate through the circularly-shaped cooling channels in the range of10-20 LPM and with three circularly-shaped cooling channels per statorslot and where the motor does not include a water cooling jacket; and(iii) a water cooling jacket surrounding the stator in accordance withthe prior art. In this case study the motor losses were approximately3100 W. For this example, the axial cooling channels of the inventionlowered the peak operating temperature within the lamination stack byapproximately 40° C. more than the cooling jacket configuration, and byapproximately 23° C. more than the circularly-shaped cooling channelconfiguration. The axial cooling channels of the invention achieved asimilar cooling improvement relative to the copper windings. It will beappreciated that by reducing the peak temperature, the stator resistancedrops, leading to decreased stator copper losses. As a result, theamount of copper used in the windings can be reduced, leading to costsavings, without compromising overall motor performance.

In general, the size and localization of the axial cooling channels areoptimized, for example using a multi-physics simulation, fromelectromagnetic, thermal and structural points of view for theparticular application (e.g., EV traction motor), motor (e.g., size,output, duty cycle, etc.) and cooling system (e.g., coolantcharacteristics, heat exchanger characteristics, etc.) in question. Themanufacturability of the cooling channels is also taken into account,for example insuring that the dimensions and shape of the coolingchannel lends itself to the use of a suitable manufacturing tool (e.g.,a tool with a radius of 0.5 mm or larger for a conventional tool). Itwill be appreciated that the axial cooling channels of the invention canutilize any of a variety of shapes. Preferably every tooth of the statorincludes an axial cooling channel such as one of those disclosed herein,thus preventing hot spots that can develop if the cooling channels areonly incorporated into a subset of the stator teeth. Additionally,including axial cooling channels within every stator tooth, as opposedto a subset of teeth, simplifies the winding insertion process.

FIGS. 3-7 illustrate common cooling channels shapes in accordance withthe invention, each of these exemplary configurations shown in a portionof a stator 301. In these figures slots 303 have been optimized to allowfor a higher slot fill. Additionally the bottom portion 305 of eachchannel has been shaped to simplify the inclusion of a slot wedge (notshown) which, as is well known by those of skill in the art, is used tohold the windings in place within the slots. It should be understood,however, that the invention is not limited to a specific channel shapeor a specific slot shape. For example, the axial cooling channels may begenerally elliptical in shape (e.g., channels 307 shown in FIG. 3),generally rectangular in shape (e.g., channels 401 shown in FIG. 4), orgenerally triangular in shape (e.g., channels 501 shown in FIG. 5).Furthermore, the corners of the rectangular and triangular coolingchannels may be rounded or not, and if rounded the radius of curvaturefor the rounded corners may be optimized. FIG. 6 illustratesrectangularly-shaped axial cooling channels 601 with rounded corners andFIG. 7 illustrates triangularly-shaped axial cooling channels 701 withrounded corners. It will be appreciated that the triangularly-shapedaxial cooling channels shown in FIGS. 5 and 7 may allow the slot shapeto be rectangular as shown (i.e., slots 503) and therefore areparticularly suitable for a hairpin winding type with rectangularshapes. Regardless of the cooling channel shape, preferably theoutermost edge 603 of each cooling channel does not extend outwardly (ina direction 605 measured from the cylindrical axis 615 of the stator)beyond the edge 607 of the adjacent stator slot 303 (see FIG. 6). Theinnermost edge 609 of each cooling channel is positioned at a sufficientdistance from inner tooth edge 611 to insure the structural integrity ofthe tooth and in order to maintain a sufficiently low magneticsaturation. Although other channel widths may be used, in the preferredembodiment the width 613 of each cooling channel is on the order of 1millimeter.

An electric motor heats up with the increase of the mechanical loadingthat gives rise to the electrical current in the stator windings. Theresistive loss, P_(W), in a stator winding can be approximated by:P _(W)=(I _(ph) ²)(R _(dc)),where I_(ph) is the phase current and R_(dc), is the DC current. R_(dc),is dependent on the cross section and length of the wire used in thewindings as well as the resistivity, ρ. The resistivity, ρ, is dependentupon the temperature, T. If the temperature, T, does not vary too much,a linear approximation such as that shown below may be used to determineresistivity. Specifically:ρ(T)=ρ₀[1+α(T−T ₀)],where α is the temperature coefficient of resistivity, T₀ is a fixedreference temperature (usually room temperature), and ρ₀ is theresistivity at temperature T₀. The parameter α is an empirical parameterfitted from measurement data. In copper, α is 0.003862 K⁻¹.

The steel laminations comprising the stator assembly generate magneticcore losses that are dependent on the material properties as well as theflux density and the frequency of the power inverter supply. Theselosses, along with other motor mechanical and electrical losses, addheat to the system, leading to the rise in temperature in an operatingmotor.

Preferably the saturation of magnetic flux in the teeth remains at anoptimal level so that the electromagnetic torque of the motor ismaximized. This goal can be achieved by optimizing slots 105 and theaxial cooling channels 101 together. The inventors have found that thisoptimization typically results in a reduction in slot width, leading todecreased copper and increased stator resistance. As shown below, theincremental increase in stator resistance can be overcome by the drop intemperature, which allows for a drop in the resistance.

From a thermal point of view, the axial cooling channels are optimizedto minimize the thermal resistance between the coolant-wetted areas ofthe cooling channels and the coolant inlet section of each channel. Fora given amount of heat to be dissipated, a lower thermal resistanceresults in lower temperatures within the motor. The thermal resistance,R_(th), is related to the wetted area, A, and the heat transfercoefficient, α_(ht), through the following equation:R _(th)=1/(A·α _(ht)).

The heat, Q, extracted by a single channel can be expressed as:Q=(T _(wall) −T _(inlet))/R _(th),where T_(wall) and T_(inlet) represent the average temperature on thecoolant-wetted area of the channel and the average coolant temperatureat the inlet section of the cooling channel, respectively. This equationcan be rewritten as:Q=A·α _(ht)·(T _(wall) T _(inlet)).

Therefore the key to lowering the temperature inside the motor is tomaximize the quantity A·α_(ht), thereby minimizing the thermalresistance. The value of the heat transfer coefficient, α_(ht), isdependent on the heat transfer mechanisms occurring within the coolant,i.e., conduction and convection. Conduction results from the thermalproperties of the coolant, specifically the thermal conductivity of thecoolant. Given that the coolant flowing through the axial coolingchannels is in direct contact with the lamination stack and the copperend-windings, preferably the coolant is neither electrically conductivenor is it corrosive. In at least one embodiment of the invention, motoror transmission oil with a high dielectric strength is used as thecoolant.

The convective mechanism of heat extraction depends on the fluid motionregime within the axial cooling channels. Fluid motion within thechannels is dependent on the Reynolds number, Re, which represents theratio between the inertial and viscous forces associated with theflowing coolant and is given by:Re=(ρ·ν·D)/μ,where ρ is the coolant density, ν is the average coolant velocitymeasured on the transverse cross section of the channel, D is thehydraulic diameter and μ is the coolant dynamic viscosity. For lowReynolds numbers, typically less than 2300, the coolant regime islaminar and the main heat transfer mechanism is conduction. For highReynolds numbers, typically greater than 4000, the coolant regime isturbulent. In this case the fluctuations occurring within the coolantincrease mixing, resulting in additional heat transfer mechanism viaconvection. The coolant regime is in transition for Reynolds numbersthat are greater than 2300 and lower than 4000.

The hydraulic diameter, D, is defined as:D=4(A _(sec) /P _(sec)),where A_(sec) is the cross-section area and P_(sec) is the wettedperimeter of the cooling channel cross-section. As previously noted, inorder to lower motor temperature the quantity A·α_(ht) should bemaximized, preferably by maximizing both the coolant-wetted area, A, andthe heat transfer coefficient, α_(ht), which depends on the fluidregime. Expressions for the heat transfer coefficient can beconveniently written in terms of the Nusselt number, Nu, the Prandtnumber, Pr, and the ratio between the channel length, L, and hydraulicdiameter, D. Typically they take the general non-dimensional form of:Nu=F(Pr,Re,L/D . . . ).

The Nusselt and Prandt numbers are defined as:Nu=α _(ht)·(D/k), andPr=Cp·(μ/k),where Cp is the specific heat of the cooling fluid, k is the thermalconductivity of the cooling fluid, and μ is the dynamic viscosity of thecooling fluid.

It is therefore clear from the above that there are numerous factorsthat impact the specific design of the axial cooling channels as appliedto a specific motor; these factors include the coolant-wetted area, A,the heat transfer coefficient, α_(ht), the topology and dimension of thechannels, and the mass flow rate. Accordingly, an optimization study wasperformed in order to optimize the design of the axial cooling channelsfrom electromagnetic, thermal and structural points of view. This studyshowed that the axial cooling channels of the invention, located withinthe stator teeth as described above, provide significantelectromagnetic, thermal and mechanical advantages over axial coolingchannels located in the yoke of the stator. For example, the axialcooling channels positioned within the stator teeth do not generateadditional higher harmonics for the magnetic flux in the stator due totheir unique placement in the teeth, parallel to the stator slots wherethe flux is unidirectional. As a result, the thin, long axial coolingchannels located in the stator teeth act in a manner similar to that ofthe stator slots, directing the flux into the air-gap and the rotor. Incontrast, locating an axial channel in the stator yoke, including the‘root’ of the stator teeth, where the flux is non-unidirectional candisturb the flux and generate higher harmonics that create additionallosses.

Additionally, the optimization study determined that the bestmulti-disciplinary trade-off between electromagnetic performance andthermal performance is obtained by employing many small channels, forexample an axial cooling channel between each pair of stator slots,instead of fewer channels with larger cross sections. This results insmall hydraulic diameters for the channels and therefore, given theproperties of the preferred coolant (e.g., transmission oil) and theavailable range in terms of mass flow rates, in low Reynolds numbers.This implies that the flow regime within the axial cooling channels isalways laminar for the mass flow rate values that are plausible forcooling the motor with transmission oil (e.g., cumulative flow ratethrough all channels in the range of 10-20 LPM). FIG. 8 graphicallyillustrates the Reynolds number versus flow rate for two types of axialcooling channels. Curve 801 represents the Reynolds number data forelliptically-shaped cooling channels located within the stator teeth(see FIG. 1) while curve 803 represents the Reynolds number data forcircularly-shaped channels located within the yoke of the stator (seeFIG. 2).

It is well known that the laminar fluid regime requires a certainportion of the channel's longitudinal length before it can fully developits velocity profile. Typically the heat transfer coefficients obtainedwithin this “entrance region” are higher than those obtained once thefluid regime is fully developed. As a result, longer channels usuallyprovide lower average heat transfer coefficients. Moreover, when thecross-section of the channel is not circular, the local heat transfercoefficient varies around the periphery, approaching zero at itscorners. Accordingly, in order to optimize the overall energy efficiencyof a cooling system, the pressure drop across the cooling channels mustbe taken into account, as the higher the required pressure drop is, themore energy will have to be supplied to pump the coolant. Typically thecooling channels are designed with a large enough pressure drop topromote uniform coolant flow through all channels. For example, in atleast one preferred embodiment the pressure drop through the coolingchannels is in the range of 2 to 30 kPa. In addition, the coolingchannels are preferably designed to minimize the pressure drop at theentry locations, thus maximizing the efficiency of the coolant pumpingcircuit. In one exemplary embodiment, the flow rate is adjusted so thatthe coolant temperature increase through the motor cooling channels isin the 5° to 20° C. range.

From a structural point of view, the stator laminations and the coolingchannels must be designed to withstand the torque acting on the statorlamination teeth and, in particular, the tips of the teeth. In thisrespect, placing the cooling channels in the middle of the transversesection of the stator teeth has been determined to not weaken thestructural integrity of the teeth since the location of the axialcooling channels is aligned with the neutral axis of the load bearingsection of the teeth. The axial cooling channels with rounded cornersare preferred in order to reduce the mechanical stress of the statorlaminations (see, for example, FIGS. 6 and 7). From a cooling point ofview, since the coolant (e.g., oil) exits the channels and impingesdirectly on the end-windings, the axial cooling channels of theinvention provide the added benefit of improving the cooling of thestator end-windings.

The optimization studies that were performed to compare the performanceof cooling channels with a circular cross-section located in the statoryoke to those with an elliptical cross-section located within the statorteeth have shown that the latter configuration is preferred even thoughboth the average heat transfer coefficient and the average Nusseltnumber are higher for the former configuration (see FIGS. 9 and 10). Thepreference for the coolant channels located within the stator teeth isbecause this configuration is always more effective in extracting heatand lowering the temperature within the motor, particularly within thestator components, including the lamination stack and the copperwindings. This result is due to (i) the coolant channels located withinthe teeth being placed closer to the stator copper bars than the coolantchannels located in the yoke and (ii) the lower thermal resistance ofthe elliptically-shaped channels within the teeth. The lower thermalresistance of the elliptically-shaped channels is the result of thelarger available wetted area as compared to that of thecircularly-shaped channels located within the yoke. An additionaladvantage offered by the axial cooling channels positioned between thestator slots is that the pressure drop across each channel, for the samemass flow rate, is less than that of the circularly-shaped channelslocated within the stator yoke (see FIG. 11). Thus less energy isrequired to pump the coolant, resulting in a more energy efficientcooling system. From a manufacturing standpoint, the number of channelsrequired for the channels located within the stator teeth is always lessthan the number of channels required for the circularly-shaped yokechannel configuration, thereby simplifying system manufacturing.

Based on the optimization studies, the preferred embodiment of theinvention utilizes axial cooling channels that are positioned within thestator teeth, i.e., between the stator slots. Although not required,preferably a single axial cooling channel is fabricated into each statortooth (see, for example, FIG. 6). Furthermore, in order to achieveoptimal heat removal preferably the coolant (e.g., a non-corrosive,non-electrically conductive oil) is fed into the center of thelamination stack, rather than into one end of the stack. Feeding intothe center of the stack allows shorter cooling channels, i.e., left andright portions of the stack rather than extending throughout the entirestack, thus providing higher average heat transfer coefficients andimproved cooling. Additionally, feeding into the stack center allowscooling to start in the middle of the stack where heat is trapped andhot spots typically occur.

FIG. 12 provides a simplified cross-sectional view of an electric motorutilizing a cooling system as described herein. As shown, coolant 1201is pumped into the center, or approximate center, of the laminationstack comprising the stator 1203. The coolant flows from the centeroutward towards both ends 1205/1206 of the stator via the axial coolantchannels 1207. As the coolant exits the stator, it flows directly overend windings 1209, before passing through the motor case 1211 and beingcollected in coolant pan 1213. After passing through a heat exchanger1215, and preferably after passing through a filter 1217, the coolant ispumped back into the stator using pump 1219.

FIG. 13 provides a perspective view of a portion 1300 of a laminationstack, such as the lamination stack comprising stator 1203 of FIG. 12.It will be appreciated that in this simplified view the individuallaminates comprising the lamination stack are not individually visible.Additionally the stator windings are not shown in this figure, thusallowing a better view of the individual stator teeth 1301 as well asthe cooling channels 1303 incorporated into each tooth. It will beappreciated that the design and manufacture of the stator, with theexception of the axial cooling channels described herein, is well knownand therefore a detailed description will not be provided. In general,the stator is comprised of a stack of plates, typically referred to aslaminations, where each plate is electrically insulated from theadjacent plate(s). The plates are normally stamped or otherwisefabricated from a single sheet of material (e.g., steel). To achieveelectrical isolation, both surfaces of each plate are coated with anelectrically insulating layer. The electrically insulating coating maybe applied before or after the fabrication of the plate, e.g., before orafter stamping. Since each plate includes one or more layers of anelectrically insulating material, after coating the plate is generallyreferred to as a laminate or lamination, and the stack of plates isgenerally referred to as a lamination stack. After stack assembly, thewindings are disposed about the stator teeth.

Incorporated into the stator, and located between the left portion 1305and the right portion 1307 of the lamination stack, is a coolantmanifold 1309. The coolant manifold 1309 is coupled to the coolantintake 1221 shown in FIG. 12. The coolant is pumped through intake 1221and into manifold 1309, the manifold then distributing the coolant toall of the axial cooling channels 1303. Manifold 1309 is coupled, andsealed, to intake 1221 such that the coolant that is pumped throughintake 1221 flows about the entire perimeter of manifold 1309. Bysealing the intake to the manifold, the coolant is forced through themanifold into all of the axial cooling channels. This aspect of theinvention is illustrated in the simplified cross-sectional views shownin FIGS. 14 and 15. In FIGS. 14 and 15 a manifold 1401 is shown,manifold 1401 including a plurality of axial cooling channels 1403 and aplurality of slots 1405. Each cooling channel 1403 is fluidly coupled tothe outer perimeter of the manifold via a coolant passageway 1407. Dueto seal 1409, the coolant entering intake 1411 flows about the perimeterof manifold 1401, following flow pathways 1413. The coolant then flowsthrough coolant passageways 1407 and into axial cooling channels 1403.If desired, and as illustrated in FIG. 15, multiple coolant intakes 1501may be incorporated into the assembly, thus helping to promotedistribution of the coolant about the perimeter of manifold 1401. In theview provided in FIG. 15, manifold 1401 is coupled to three coolantintakes 1501, although it will be appreciated that the assembly may usea fewer number or a greater number of intakes.

FIGS. 16 and 17 provide perspective views of portions of two differentembodiments of a coolant distribution manifold. A plurality of axialcooling channels 1601 integrated into corresponding stator teeth 1603 aswell as a plurality of slots 1605 are visible in both manifold 1600shown in FIG. 16 and manifold 1700 shown in FIG. 17. In manifold 1600 aplurality of apertures 1607, also referred to herein as ports, locatedabout the perimeter 1609 of the manifold permit coolant to pass into themanifold and through coolant coupling passageways 1611, shown inphantom, to axial cooling channels 1601. In manifold 1700 a plurality ofslots 1701 provide the passageways that permit coolant to flow into theaxial cooling channels 1601. Manifold 1600 is preferably fabricatedusing a casting process, although other manufacturing techniques may beused (e.g., stamping). In at least one embodiment the materialcomprising manifold 1600 is aluminum while in a second, preferredembodiment the material comprising manifold 1600 is a soft magneticcomposite material (i.e., an SMC). Manifold 1600 may be fabricated fromother materials as well (e.g., steel, plastic). SMCs are preferred asthey offer a variety of desirable characteristics includingthree-dimensional isotropic ferromagnetic behavior, low eddy currentloss, and low total core loss at medium and high frequencies.Additionally, SMCs can be designed to provide enhanced thermalcharacteristics, lower overall assembly weight and simplify manifoldmanufacturing. Manifold 1700 is preferably fabricated using a stampingprocess and incorporates front and back layers of an electricallynon-conductive coating. Fabricated into manifold 1700 are coolantdistribution passageways 1701, where passageways 1701 are preferablyfabricated in the form of radial slots that fluidly couple the outerperimeter of the manifold to the cooling channels as shown. It should beunderstood that other designs, and other manufacturing techniques, maybe used for the manifold that is used to distribute the coolant (e.g.,oil) to the axial cooling channels that are fabricated into the statorteeth.

FIGS. 18-25 illustrate a preferred design configuration that combineslow cost manufacturability with the cooling advantages of the presentinvention as described above. FIG. 18 provides an exploded view of astator assembly 1800. As in the prior figures, the stator windings arenot shown in FIG. 18 or the subsequent figures in order to provide aclearer view of the stator teeth and the axial cooling channels. In FIG.18 the first end portion 1801 of the stator stack is separated from thesecond end portion 1803 of the stack by a coolant manifold assembly1805. Although not clearly visible in the figures, each portion1801/1803 of the stator assembly is comprised of a stack of plates,i.e., laminations, with each plate being electrically insulated from theadjacent plate(s). Preferably each lamination comprising portions 1801and 1803 is stamped or otherwise fabricated from a single sheet ofmaterial (e.g., steel). To achieve electrical isolation, both surfacesof each plate are coated with an electrically insulating layer, with thecoating being applied either before or after lamination fabrication.

Coolant manifold assembly 1805 is comprised of a first manifold 1807 anda second manifold 1809. Each manifold 1807 and 1809 may be comprised ofa single lamination or of multiple laminations. In this embodiment, thefirst and second coolant manifolds are each approximately 5 millimetersthick, thus creating an approximately 10 millimeter thick manifoldassembly. Preferably the laminations comprising coolant manifolds 1807and 1809 are fabricated from the same material, e.g., steel, as thatused in the laminations comprising stator portions 1801 and 1803. Thereare several advantages to using the same or similar material for boththe coolant manifold laminations and the remaining stator laminations,especially if the selected material is steel. First, the samefabrication process, preferably stamping, can be used to make all of thelaminations, thereby lowering manufacturing time and cost. The use ofstamping or a similar process to fabricate the manifold assembly avoidsthe relatively high cost associated with many other manifold fabricationtechniques such as drilling, molding, routing, milling, etc. Second,using the same material for all of the laminations lowers overallmaterial cost, a savings which can be significant when considering thefabrication of a large number of motors. Third, a simple process such aswelding can be used to form a single, cohesive structure from portions1801/1803 and coolant manifold assembly 1805 as shown in FIG. 19. In theillustrated structure grooves 1811, which are located about theperimeter of the laminations, are used both for alignment and forwelding placement. Fourth, by constructing the manifold assembly from amaterial with a high thermal conductivity such as steel, heat removal isimproved. Fifth, the magnetic characteristics of the manifold assemblywill be similar, if not the same, as those associated with thelaminations comprising portions 1801 and 1803.

FIG. 20 provides an enlarged, perspective view of portions of manifolds1807 and 1809; FIG. 21 provides an end view of manifold 1807 taken fromend portion 1803 (alternately, FIG. 21 provides an end view of manifold1809 taken from end portion 1801); FIG. 22 provides a perspective viewof manifold assembly 1805 in which manifolds 1807 and 1809 have beenproperly positioned relative to one another prior to final assembly;FIG. 23 provides an enlarged view of a portion of the manifold assemblyshown in FIG. 22; FIG. 24 provides a simplified cross-sectional view ofa portion of the coolant manifold assembly; and FIG. 25 provides anenlarged, perspective view of a portion of the stator along with theaxial cooling channels shown in FIGS. 18-23. In the preferredembodiment, and as shown in FIGS. 18-25, coolant manifold portions 1807and 1809 are identical to one another. To achieve the desired coolantflow path, during assembly one of the coolant manifolds is ‘flipped’ or‘reversed’ relative to the other coolant manifold (i.e., one of thecoolant manifolds is turned over such that the front surface of onecoolant manifold is the rear surface of the second coolant manifold). Byreversing one of the coolant manifolds prior to alignment and assembly,the coolant entering the manifold assembly via one manifold port 2201(e.g., port 2201A) will exit the manifold assembly via a differentmanifold port 2201 (e.g., port 2201B). As shown in FIGS. 22 and 23,after manifold alignment the coolant apertures 2201 that are fabricatedinto each manifold are offset from one another. This aperture offsetcauses the coolant entering one manifold port 2201 (e.g., port 2201A) toserpentine through apertures 2101, specifically alternating between theapertures 2101 in one manifold and the apertures 2101 in the othermanifold, before being expelled through another manifold port 2201(e.g., port 2201B). FIG. 24 provides a simplified cross-sectional viewof a portion of the coolant manifold assembly 1805 through apertures2101, this view schematically illustrating the serpentine pattern 2401of the coolant.

Manifold apertures 2101 serve two purposes. First and as describedabove, due to apertures 2101 of manifold 1807 being offset fromapertures 2101 of manifold 1809, the coolant is forced to serpentinethrough the apertures after entering the coolant manifold assembly via aport 2201. Second, fluidly coupled to each aperture 2101 is a coolantpassageway 2103 that allows coolant to flow from the aperture to theaxial cooling channels fabricated into stator portions 1801 and 1803.Therefore while a portion of the coolant flows in a serpentine patternthrough the apertures, a second portion of the coolant flows throughcoolant passageways 2103 and through the axial cooling channels beforeexiting both ends of the stator and flowing over the end windings asshown in FIG. 12. As in the prior embodiments, by locating the manifoldat or near the center of the stator, the coolant is pumped outwardlyfrom the stator center to both ends of the stator assembly.Additionally, by aligning coolant passageways 2103 as shown, coolant issimultaneously distributed to both stator end portions 1801 and 1803.

While cooling manifold 1805 may be used with any of a variety of axialcooling channels, for example axial cooling channels such as thosedescribed above and/or shown in FIGS. 3-7, preferably manifold 1805 isused with the axial cooling channels shown in FIGS. 18, 19 and 25. Inthis configuration, associated with each stator tooth 2501 is a pair ofaxial cooling channels 2503 and 2505. Each axial cooling channel 2503 iscentered in a corresponding stator tooth 2501 and equidistantly spacedbetween adjacent stator slots 2507. In cross-section, each axial coolingchannel 2503 is thin and long, preferably with a width of approximately1 millimeter. The innermost edge 2509 of each cooling channel 2503 ispositioned at a sufficient distance from the corresponding inner toothedge 2511 to maintain a sufficiently low magnetic saturation whileinsuring the structural integrity of the tooth. Each cooling channel2503 extends away from the cylindrical axis of the stator such that theoutermost channel edge 2513 is located near the mid-point of thecorresponding stator tooth. By utilizing a cooling channel length thatis substantially less than the stator tooth length, the width 2515 ofthe slots can be made larger, thus providing more space for the statorwindings.

Due to the limited length of axial cooling channels 2503, the inventorshave found it preferable to include a secondary set of axial coolingchannels 2505 in order to further improve the cooling capabilities ofthe system. In this embodiment axial cooling channels 2505, which arepreferably smaller than channels 2503, extend at least partially intothe stator yoke 2517. By minimizing the size of channels 2505 as well asthe degree to which they extend into the yoke, their impact on themagnetic flux in the stator can be minimized. Preferably axial coolingchannels 2503 and 2505 are co-aligned such that a single slot-shapedcoolant passageways 2103 is fluidly coupled to both channels as shown.

Systems and methods have been described in general terms as an aid tounderstanding details of the invention. In some instances, well-knownstructures, materials, and/or operations have not been specificallyshown or described in detail to avoid obscuring aspects of theinvention. In other instances, specific details have been given in orderto provide a thorough understanding of the invention. One skilled in therelevant art will recognize that the invention may be embodied in otherspecific forms, for example to adapt to a particular system or apparatusor situation or material or component, without departing from the spiritor essential characteristics thereof. Therefore the disclosures anddescriptions herein are intended to be illustrative, but not limiting,of the scope of the invention.

What is claimed is:
 1. A method of cooling an electric motor, wherein astator of said electric motor is divided into a first stator portion anda second stator portion, wherein a coolant manifold assembly isintegrated into said stator between said first stator portion and saidsecond stator portion, and wherein said coolant manifold assembly isdivided into a first coolant manifold and a second coolant manifold,said method comprising: circulating a coolant through said coolantmanifold assembly via a plurality of manifold ports, wherein a firstportion of said coolant flows in a serpentine pattern between a firstplurality of apertures corresponding to said first coolant manifold anda second plurality of apertures corresponding to said second coolantmanifold, wherein a second portion of said coolant flows through a firstplurality of coolant passageways corresponding to said first coolantmanifold and fluidly coupled to said first plurality of apertures andthrough a second plurality of coolant passageways corresponding to saidsecond coolant manifold and fluidly coupled to said second plurality ofapertures, and wherein said second portion of said coolant flows throughsaid first and second pluralities of coolant passageways and through aplurality of axial cooling channels integrated into a plurality ofstator teeth, said plurality of stator teeth corresponding to saidstator of said electric motor, wherein an axis corresponding to each ofsaid axial cooling channels is parallel with a cylindrical axiscorresponding to said stator.
 2. The method of claim 1, wherein duringsaid circulating step a first amount of said second portion of saidcoolant flows through a first end portion of each of said plurality ofaxial cooling channels and directly over a first plurality of endwindings, and wherein a second amount of said second portion of saidcoolant flows through a second end portion of each of said plurality ofaxial cooling channels and directly over a second plurality of endwindings.
 3. The method of claim 1, said circulating step furthercomprising circulating said coolant through a heat exchanger.
 4. Themethod of claim 1, wherein a first axial cooling channel of a pair ofaxial cooling channels of said plurality of axial cooling channels isintegrated completely within a corresponding stator tooth of saidplurality of stator teeth, and wherein a second axial cooling channel ofsaid pair of axial cooling channels of said plurality of axial coolingchannels is at least partially integrated within a yoke of said stator.5. The method of claim 4, wherein said second axial cooling channel ofsaid pair of axial cooling channels of said plurality of axial coolingchannels is completely integrated within said yoke of said stator. 6.The method of claim 1, wherein said circulating step circulates saidcoolant with a mass flow rate in the range of 10 to 20 liters perminute.